Railway safety appliance.



I PATENTED FEB. 4, 1908. M. D. BRESLAUER & S. W. CLARK.

.RAILWAY SAFETY APPLIANCE.

APPLICATION FILED APR. 3. 1901.

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PATENTED FEB. 4, 1908. M. D. BRBSLAUER & S. W. CLARK.

RAILWAY SAFETY APPLIANCE. APPLICATION FILED APR.3,1907.

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MICHAEL D. BRESLAUER AND SAMUEL W.

CLARK, OF NORFOLK, VIRGINIA.

RAILWAY SAFETY APPLIANCE.

Application filed April 3. 1907. Serial No.

To all whom it may concern: 1

Be it known that we, MICHAEL D. BREs- LAUER and SAMUEL WV. CLARK, citizens of the 1 United States, residing at Norfolk, in the county of Norfolk and State of Virginia, have invented certain new and useful Tm- 1 provements in Railway Safety Appliances, of which the following is a specification.

Our invention relates to safety appliances for drawbridges.

The object of the invention is to provide means whereby a railway train will be brought to a dead stop without serious shock near a draw when open or has moved the l slightest amount from a safety position.

A further object is to provide a cushioning effect both for taking up the impact of l the moving train and also for offering resist' ance to the moving wheels of the locomotive even if the throttle be open.

Further objects and advantages will be fully described herein and specifically pointed out in the claims recourse being had to the accompanying drawings forming a part of this specification in which Figure 1 is a cross sectional elevation through the pit and a side elevation of the locomotive the devices being in a position when the device is operated and consequently either the draw is open or in a state of disarrangement. Fig. 2 is a similar view but showing the devices set for safety, the locomotive being removed. Fig. 3 is a side ele vation of the upper portion of one of the cushion. operating devices. Fig. 4 is a front elevation of the same. Fig. 5 is a plan of the pit, track rollers, operating devices and a part of the draw. of the wedge operating rack and pinion. Fig. 7 is a part side elevation of the draw and its adjacent track. Fig. 8 is a part side elevation of two rollers showing a truck wheel of the locomotive resting on one of the bridge castings. Fig. 9 is a cross section of the same. Fig. 10 is a plan of the rotary cushion cylinder and paddles, the cover being removed. Fig. 11 is a plan of the track approaches to the draw showing located on a turn out or derailing switch. track with the pit on also showing distant view of the tongs Fig. 12 is a plan of the the main line this view signals. Fig. 13 is an edge section, and Fig; 14 is a side elevation of the wedge operating mechanism shown in l elevation in Flg. 6.

Specification of Letters Patent.

I proper point I 25 feet from the draw 2 or it may 1 depending upon circumstances.

Fig. 6 is a front elevation l l the pit and its appliances for holding and releasing the pivoted track Patented Feb. 4, 1908.

In the drawings like reference numerals indicate similar parts in all the views 1. is the track and under which at some is located the pit 2 over and in which is placed the hereinafter described mechanism. The pit is placed at least about be closer 3 is a movable portion of the track pivoted at its ends as at 4 and extending half way across the pit as shown in Fig 1, 5 being supporting lugs anchored in the end walls of the pit.

6 is a shoe casting attached to the movable rails or tracks 3 7 being an arm and its brace 7 at the lower portion of the shoe and extending beyond'the end of the track 3 and is provided with a headed pin or latch knob 8. The pin 8 is adapted to engage the ends of the tongs 9 at the angle ends 10 as shown in Fig. 1.

11 12, 13 and 14 are flanged rollers placed in line with the track 1 and 3 with the flanges outside in order to prevent the locomotive from slipping off when on top of them. The rollers are provided with shafts 15 which revolve with them the ends of the shafts being mounted in suitable bearings placed in the side walls of the pit 2.

15 represents the locomotive and its truck wheels 15.

16 and 17 are wedges placed between the upper portions of the tongs 9 and are normally in position as shown in Fig. 2 so that when the truck wheels of the locomotive leave the rollers 13 the wedges are driven downwards (Fig. 1) spreading the tongs 9 and'drop ping the arm 7 and with it the track 3 so that the locomotive will rest upon the rollers 12 to 14 but the description of this will be more fully described in connection with other devices to be mentioned further on.

18 and 19 are racks attached to the wedges 16 and 17 respectively and are for the purpose of giving the wedges a transverse motion which will place them in the center of the track out of the way of the tongs in such a manner as to allow a locomotive to pass over without causing the track 3 to drop. The wedges are provided with eyes 20 (Fig. 14) so as to slidably mount them on the guide rod 21.

22 is a pinion on the shaft 23 and receives its motion to move the wedges from a rack on the draw as will be explained hereinafter.

In order thatthe wedges may be depressed by the locomotive as in Fig. 1 the blocks 23 (Fig. 14) are provided for each end of the guide rod 21 working in slots 23 so that all the devices shown in Figs. 6 and 14 may move downward, and when set for safety up wards, the movement being compensated for by a universal coupling which may be placed at or near the place denoted by the dotted lines 23 as shown in Fig. 14.

24 is a gear wheel attached to one endof the shaft 23 and drives it when the draw 2 moves in the direction of the arrow in Fig. 5.

The curved rack 25 located on the draw 2 has a blank portion 26 so that when the draw commences to move it passes a few teeth of the wheel 24 and the inion 22 will cease to move, for otherwise tie devices attached to the wheels will be strained or broken.

'27 is a segmental casting provided with parallel grooves and flanges (Fig. 14) and is placed on the shaft 23 and is adapted to turn same in opposite directions than the motion imparted to it by the wheel 24 due to the ratchet and pawl 24 on the wheel. The segment has two wire ropes attached to it one of which, 28, leads to one arm 30 of the bell crank, the other arm 31, at right angles to 30 and pivoted at 32 engaging the groove 33 in one side of the curved rack so that if the draw should fall or sink as shown by dotted lines in Fig. 7, the wedges will be set and also the signals will be placed in position of danger.

34, Fig. 7, is a universal coupling on the shaft 23 to compensate for any angle that the shaft may assume.

The momentum of the locomotive when it rides the rollers 11 to 14 requires some ar rangement to stop the motion of the locomotive without damage this we do by the cushioning cylinder shown in Figs. 1, 3 and 4.

35 is an arm having 'a pivot or cylinder portion 36 (Fig. 4) 37 being ratchet teeth engaging the pawls 38 on the arm 35. The ratchet teeth 37 form the upper edge of the 'arm 39, one on each side of the yoke 40.

As shown in Fig. 1 the normal position of the short arm 35 is shown by the dotted lines at an angle at the front truck of the locomotive 15, that position shown by the full lines in contact with the truck wheel is that after the locomotive has been stopped. The dotted lines shown parallel with track and under he pilot is that assumed by the arm when its pawl has been released so that the train may pass over as the position of the ratchet wheel and pawl shown in Figs. 1, 3 and 4 allow the parts 35 and 36 to be rigid and act as one.

41 is a pin joint between the parts 39 and 42 the latter being the reciprocating piston rod connected to the piston 43 contained within the cylinder 44. The cylinder is partly filled with some viscous fluid like oil put in through the opening 45.

When the short resistance by means of vided as shown in Figs.

46 is a bevel gear on one of the roller shafts (shown on the shaft of the roller 12 in Fig. 5). 47 is a bevel gear wheel on the shaft 48 the latter having paddles 49 turning in the bearing 50 in the cylinder 51.

It is preferable to have two more sets of rollers, connected to the shaft having the rotary buffer shaft attached, by means of gear wheels shown by the dotted lines 51 in Fig. 5. It is some times necessary to lock or chuck the rollers 11 to 14 and this is accom plished by the ratchet wheels 52 and the pawls 53.

When the rollers are prevented from revolving the locomotive may pass over the rollers but in order to facilitate the operation we provide steel bridges 54 (Figs. 2, 8 and 9) having concave ends-to fit over the rollers forming a continuation of the track the engine may then pass over when the bridges are in position.

The devices described is preferably located on the main line but may be on a turn out or derailing switch 55 (Fig. 1.1) 56 being a distant signal or semaphore. Fig. 12 is the general layout of the track 57 being signals and 58 is a bell all operated when the draw is a rotary buffer is pro- 2 and 10.

electrified by the 63 fastened to the arm 7 as shown in Fig. 1.

It is known by railway men that the main driving force of a locomotive lies in the main driving wheels (denoted by 64 in Fig. 1) on which the connecting rod is attached consequently in Fig. 1 the locomotive would exert very little power to drive it forward, therefore by means of the power absorbing means produced by the buffing and cushion cylinder, the locomotive would be stopped either by the rollers 12 to 14 or by the front driving wheels passing over the rollers 13 and 14 and permitting the back end of the locomotive to fall in the pit and assume an angle which would prevent it from going forward though the locomotive would not sink 1 any further than the surface of the rails or track 3 shown by the full line in Fig. 1. The cushion cylinder 44 is adapted to oscillate to accommodate the motion of the piston rod 42 when actuated by the lever 39. The rotary buffer paddles when immersed in oil the rollers 11 to 14 and revolve, additionalopen the signals by the rope 28 and the bell.

can be rotated rapidly presents an enormous l resistance and is operated should the locomotive driving wheels rest on the rollers 12 to 14 which offer resistance to tho wheels until the locomotive is. brought to a stand still and rolled over the rollers either when chocked or by using the bridges 54-.

As the drawing plainly shows the invention further description. is deemed. unnecessary.

l'laving described our invention and what we claim and desire to secure by Letters Patent is 1. An apparatus of the class described comprising a pit, a section of rails pivoted to one end of the pit and normally horizontal, and means for permitting said rails to assume an angle when released.

2. An apparatus of the class described comprising a railway track, a pit, a section of hinged rails extending partly over saidpit, means for holding said rails in a horizon tal position, and. means for dropping the rails into said pit.

3. An apparatus of the class described and in combination with a draw bridge, of a track, a pit, a section of pivoted tracks normally held horizontal, means adapted to place said track. at an angle when a locomotiveis over said pit.

4. An apparatus of the class described and in combination with rail way track approaches to a drawbridge, of a pit near said. bridge, a movable track over the track, jointed levers adapted to hold the movable track appro t1- mately horizontal, and wedge means for spreading said jointed. levers; to drop the movable track.

5. An apparatus of the class described comprising a pit, a pivoted track section, a latch pin thereon, a set of jointed tong levers adapted to keep said track section in a horizontal position, and wedges adapted to spread said jointed levers to release the track.

6. An apparatus of the class described comprising a collapsible track section, tongs adapted to hold said track horizontally and depressible transversely movable wedges adapted to open said tongs to release the track.

7. An apparatus of the class described a main line track section normally in a horizontal position tongs adapted to hold said track section, wedges adapted to permit the tongs to release the track section and racks adapted to operate the wedges.

S. An apparatus of the class described comprising a pit, a hinged track section, rollers at the end of the said track, said track adapted to drop to place a locomotive upon said rollers.

9. An apparatus of the class described a main line track a pit a track hingedly con nected to one end of the pit and extending partly over said pit, rollers in line with the track and releasing means for said hinged track adapted to permit it to become dis engaged from the locomotive to allow the same to rest 11 )011 the rollers.

10. An apparatus of the class described comprising a pit, ahinged track section roll ers at the end of said track tongs for holding up the track and disposed between a set of the rollers and. wedges adapted to be compressed lJ-y a locomotives truck wheels for releasing said track section.

11. An apparatus of the class described comprising a pit, a hinged track section rollers adjacent vhereto tongs between said roll ers a wedge between the arms of each tongs, said tongs adapted to hold the track section on a line with the centers of the rollers,.

wedges to release locomotive truck and means indefor releasing said means for depressing the the track section. when a wheels rest upon them pendent or the locomotive track section.

12. An apparatus of the class described comprising a pit, a collapsible track section extending partly over the pit, rollers at the end of the track section, tongs between the rollers adapted to hold the track section in a horizontal position, wedges between the upper legs arms of the tongs, said wedges adapted to open the tongs and release the track section when a locomotive depresses the wedges, and means for operating the wedges to drop the track independent of the locomotive.

13. An apparatus of the class described and in combination with a main line railway track and a draw bridge, of a pit, a collapsile track section hinged to said pit, rollers at one end of the track section, tongs adapted to hold the track on. a level with the centers of said rollers, said tongs locatedbetween one or more sets oi rollers, wedges adapted to open the tongs by locomotive rack and pinion means for transversely operating said wedges to place them out of contact with said tongs, means for releasing the track section by the tongs when a locomotive wheels drops betweenthe rollers, and means for operating the wedges to release the track section by said draw bridge independently of the locomotive.

14. An apparatus of the class described comprising a pit, a drop track section, roller of the end of said track, tongs between said rollers wedges adapted to engage and disengage said tongs, said wedges adapted to depressed by a locomotive to spread the tongs to release the track section, means independentof said locomotive to operate the wedges, and cushion means for arresting the impact of said locomotive. v

15. An apparatus of the class described and in combination with a track and a draw bridge, a pit, of flanged rollers in line with said track, tongs between the rollers, a col- .pawl connected to the arm lapsible track section normally held horizontally by said tongs, wedges adapted to spread. said tongs to release the track section, rack and pinion means for operating said wedges by a locomotive or when said drawbridge is open, and independent means for operating the wedges when said drawbridge tilts, and guide means for the wedges.

16. An apparatus of the class described comprising a pit, and a cushion cylinder operating lever at one end of the pit.

17. An apparatus of the class described comprising a pit having flanged rollers therein, an arm above the center of said wheels adapted to be struck by the locomotive, a second member of lever ratchet and and a fluid pressure cylinder connected to said lever.

18. An apparatus of the class described of a pit rollers therein shafts for the rollers and a rotary buffer connected to said shafts.

19. An apparatus of the class described comprising a pit rollers therein and power absorbing means coacting with said rollers.

20. An apparatus of the class described comprising a pit rollers therein a cushioning cylinder adapted to be operated by a locomotive and a rotary buffer adapted to offer resistance to a locomotive driving wheels.

21. An apparatus of the class described comprising rollers an impact absorbing cushion cylinder a rotary power absorbing buffer, and means for locking said rollers from rotation.

22. An apparatus of the class described comprising a pit, rollers therein, means for locking the rollers, and bridges adapted to fill up the space between said rollers.

23. An a paratus of the class described and in combination with a railway track, a pit, rollers therein, ratchet wheels on the rollers, and concave ended-blocks or bridges adapted to cover the rollers for making a continuation of said track.

24. An apparatus of the class described and in combination with a track 'and drawbridge, of a it, a drop section of track, blocks adapted to release said track, a shaft connected to the drawbridge, racks on the wedges, a said wedges, and a segmental wheel on the shaft adapted to rotate the shaft from the drawbridge, and means for setting signals when said wedges are raised to their highest position.

In testimony whereof we have hereunto afiixed our signatures in the presence of two witnesses.

MICHAEL D. BRESLAUER. SAMUEL W. CLARK.

Witnesses:

HARRY A. BRINKLEY, EMANUEL ANTHONY.

pinion on said shaft, for operating 

